Article handling means



y 3, 1966 I L. J. ADAMS ETAL 3,249,065

ARTICLE HANDLING MEANS 6 Sheets-Sheet 1 Filed April 4, 1963 INVENTORSLELAND J. ADAMS 25 ROGER E. BROGGlE ROBERT H. GURR BY FULWIDER, PATTON,

RiEBER, LEE & UTECHT ATTORNEYS May 3, 1966 L. J. ADAMS ETAL ARTICLEHANDLING MEANS 6 Sheets-Sheet 2 Filed April 4, 1963 4 J AAQA/ INVENTORSLELAND J. ADAMS ROGER E. BROGGIE ROBERT H. GuRR BY FULWIDER, PAT-TON,

RIEBER, LEE & UTECHT ATTORNEYS y 1966 L. J. ADAMS ETAL 3,249,065

ARTICLE HANDLING MEANS 6 Sheets-Sheet 5 Filed April 4, 1963 ATTORNEYS y1966 I L. J. ADAMS ETAL 3,249,065

ARTICLE HANDLING MEANS Filed April 4, 1963 6 Sheets-Sheet 4 52% i r /6A2 32% 32 7a 65 A9 FIG. 9

53 \r/ZSZ INVENTOR5 LELAND J. ADAMS ROGER E. BROGGlE BY ROBERT H. GURRFULWIDER, PATTON, RiEBER, LEE 8. UTECHT AT TORNEYS y 1966 4 L. J. ADAMSETAL 3,249,065

ARTICLE HANDLING MEANS E G N m RDO OC m TE N .5. T EJE AU VD & mm E M EOOE DR E we UE FR ATTORNEYS y 1966 L. J. ADAMS ETAL 3,249,065

ARTICLE HANDLING MEANS Filed April 4, 1963 6 Sheets-Sheet 6 LELAND J.ADAMS 0 ROGER E. aRoscasE BY ROBERT H. GURR FULWIDER, PATTON. RIEBER,LEE & UTECHT ATTORNEYS United States Patent The present inventionrelates to article handling means, and more particularly to articlehandling means adapted for establishing a predetermined spacedrelationship between individual articles of a plurality of movingarticles.

Although the present article handling means is particularly adapted fortransporting and guiding unpowered vehicles along a fixed track inpredetermined spaced re lationship, the invention has broaderapplication in its adaptability for properly spacing a moving pluralityof articles, whether such articles be self-propelled or externallydriven. Moreover, although the positioning or spacing means of theinvention effects such spacing by controlling an external drivingapparatus engageable with the vehicles, it is also adapted to effectsuch spacing by controlling a drive apparatus carried by the vehicle.However, the invention will be particularly described primarily inconnection with vehicles externally driven along a fixed track, thecontrol of self-powered vehicles or articles being an obvious variationwhich will be apparent to those skilled in the art.

According to the present invention, passengers are transported inmodified automobiles along a track passing through an exhibit area orthe like. Upwards of seventy automobiles are accommodated on the track,which has a perimeter in excess of 2000 feet. The automobiles aredriverless, and automatically and continuously moved along the' track,up moderate grades, around curves, and past a loading and unloadingstation where the passengers enter and leave the moving vehicles bymeans of a moving sidewalk. The sidewalk is driven at the same speed asthe vehicles so that the vehicles are motionless relative to thepassengers.

The outward appearance of the automobiles is identical to that ofconventional automobiles, although they are preferably stripped ofengines, manual braking mechanisms, transmissions and radiators. Each isprovided with a steering pin which is coupled to the automobile steeringmechanism and depends below the chassis for slidable retention in achannel of the track to steer or guide the associated automobile duringits forward passage along the track.

In another embodiment of the present article handling means the steeringpin arrangement is omitted and the vehicles are constructed with foursupport wheels which ride upon a pair of spaced apart rails extendingcoextensive with the track. The forward and rearward support wheels arecoupled together, respectively, and guide wheels attached ,to each ofthe support wheels ride upon the sides of the rails to impart theconfiguration of the track to the vehicle and steer it around curves andthe like.

In both embodiments each vehicle is propelled along the track byengagement between an elongated platen, which is secured to theunderside of the vehicle chassis, and a plurality of rotating drivewheels protruding above the track, the platen serving as a bearingsurface for the drive wheels. Each drive wheel forms a part of aseparate propulsion unit located within a trench of the track andincluding a drive motor and a gear reduction box. The plurality ofpropulsion units are regularly spaced along the complete length of thetrack with the propulsion units on the steeper grades preferably locatedcloser together.

The track includes at least one elongated respacing zone within whichthe positions of the moving vehicles are adjusted. Vehicle positionadjustment is essential since the weight, turning radius, and dimensionsof the various vehicles are usually different, resulting in differentialspeeds which must be compensated for to prevent undesirable bumping andcollisions between adjacent vehicles.

Two different control embodiments are herein disclosed for properlyspacing the vehicles. Either may be used, as desired, since both havesuccessfully accomplished the desired vehicle repositionment, or bothmay be incorporated in the same system and used alternatively, as willbe seen. Regardless of which of the two means is utilized, each utilizesmultiple propulsion units arranged along the length of the respacingzone, the motors of these units being varied in speed upwardly ordownwardly by varying the frequency of the alternating current appliedto the motors. Frequency adjustment is accomplished by correction meansconstituted by a pair of motor driven, wound rotor motors which areoperable to provide lower cycle and higher cycle outputs, respectively,such as 30 cycle or cycle outputs for example. One or the other of theseoutputs is applied to the respacing propulsion units by control meanswhich are in electrical circuit with the propulsion units and which areactuated by sensors or switches operated by vehicles passing through therespacing zone.

One control means embodiment employs a switch at each extremity of therespacing zone, the leading or down-track one of these switches beingactuated by a leading vehicle simultaneously with the actuation of thefollowing switch by the following vehicle when the two vehicles areproperly spaced apart. If the following vehicle is too far behind theleading vehicle, the following switch will be actuated subsequent toactuation of the leading switch, causing the control means to operatethe correction means to apply a 90 cycle output to the respacingpropulsion units for speeding up the following vehicle as it passesthrough the respacing zone. Conversely, should the following switch beactuated by the following vehicle prior to actuation of the leadingswitch by the leading vehicles, the control means causes the correctionmeans to apply a 30 cycle output to the respacing propulsion units forslowing the following ve hicle during its travel through the respacingzone.

A third switch intermediate the above-described pair of switches may beemployed when the plurality of vehicles passing around the track are tobe separated into spaced apart groups, the third switch being operativeto sense the extraordinary spacing between the groups and prevent thefirst vehicle of the following group from being speeded up by thesystem, thereby confining vehicle acceleration to those vehiclesfollowing the leading vehicle of a group.

The other control means embodiment retains the aforementioned followingswitch, but replaces the leading switch with a switch which ismomentarily closed by a timer at predetermined, regularly spacedintervals corresponding with the time intervals between passing,properly spaced vehicles. In the event that the following switch isactuated prior to expiration of the predetermined time intervalestablished by the timed switch, the correction means is operated toapply a 30 cycle output to the respacing propulsion units. However,should the following switch be actuated subsequent to expiration of thepredetermined time interval, the correction means is operated to apply a90 cycle output to the respacing propulsion units.

Although the correction means herein described is physically connectedby electrical leads to the respacing propulsion units for altering thefrequency of the current applied to such units, the correction means ofthe present invention may also take .other forms, such as anelectrically operable carburetor and brake arrangement associated withthe engine and wheels of a conventional automobile, and actuated by theabove-described control means from a remote location. Coupling of theoutput of the control means to such a correction means would not then ofcourse be by physical connection, but would be through a communicationssystem such as a radio transmitter-receiver arrangement or the like.Such coupling systems for controlling remote slave units are well knownin the art, and various methods therefor will immediately suggestthemselves to those skilled in the art. With such a remote controlarrangement, the present control means is utilizable to properlyposition vehicles on a highway, or control the interval of entry ofvehicles into a traffic problem area, such as a tunnel or the like.invention is also adapted to properly space articles traveling on aconveyor belt, or on analogous forms of material handling systems.

Accordingly, it is an object of the present invention to provide articlehandlingmeans for establishing a predetermined spaced relationshipbetween individual articles of a plurality of articles moving over aprescribed course,- such as a track, highway, conveyor line or the like,in a trouble-free, dependable manner with relatively quiet, smooth, andprecise operation of the article handling means components.

It is another object of the invention to provide article handling meansof the aforementioned character wherein the articles handled arevehicles propelled by external drive units which incorporate tired drivewheels engageable with a platen carried by each vehicle. Animportantaspect of this arrangement is the ease with which conventionalautomobiles can be converted for propulsion by the present system. Suchautomobiles need only be equipped with elongated platens secured to theundersides of the automobiles for engagement by the tired wheels of thepropulsion units.

Another object of the invention is the provision of article handlingmeans of the aforementioned characterfor propelling vehicles along atrack by virtue of engagement between the system propulsion units tireddrive wheels and the vehicle platens, and wherein such engagement iscushioned and smoothed by a pivotable, resilient mounting of thepropulsion units to adjacent track structure.

A further object of the invention is the provision of article handlingmeans of the aforementioned character for propelling vehicles along atrack of irregular configuration and varying grade, and wherein eachvehicle is The present Y such as to afford smooth propulsion of thearticles around curves and the like. Another object of the invention isthe provision of article handling means of the aforementioned characterin which alternating current motors are utilized for moving the articlesthrough a respacing zone, and in which correction means alter the speedof the motors, thereby altering the speed of the articles, through theutilization of variable frequency input to the motors, the correctionmeans being responsive to sensor means operative to sense anydiscrepancy in spacing between the articles.

smoothly andaccurately guided by engagement of a channel of the track bya steering pin which depends from the vehicle and operates steering rodsextending transversely of and connected to the front wheels thereof. Inthis regard, another object of theinvention is to smoothly andaccurately guide a vehicle along a track by engagement betweenwheels ofthe vehicle and rails extending parallel to and coextensive with thetrack, and wherein oppositely disposed or confronting pairs of suchwheels are coupled together and controlled by guide wheels running alongthe sides of the rails.

An additional object of the invention is to provide article handlingmeans of the aforementioned character for propelling vehicles along atrack without the use of conveyor chains or the like coupled to thevehicles, and wherein the propulsion units engage vehicle mountedplatens whereby the means for propellingthe vehicles is unobtrusive andin large part concealed from view.

Another object of the invention is the provision of article handlingmeans of the aforementioned character which are adapted to quickly andaccurately sense and adjust any incorrect spacing between adjacentarticles, and wherein Another object of the invention is to providearticle handling means of the aforementioned character in which thepredetermined spacing between the articles may be altered merely byadjusting the positions of the switch means and employing a timerapparatus adapted to dictate the desired time intervals.

The novel features which are believed to be characteristic of theinvention, both as to its organization and method of operation, togetherwith further objects and advantages thereof, will be better understoodfrom the following description considered in connection with theaccompanying drawings in which certain embodiments of the invention areillustrated by way of example. It is to be expressly understood,however, that the drawings are for the purpose of illustration anddescription only, and are not intended as a definition of the limits ofthe invention.

FIG. 1 is a diagrammatic view of a means for establishing apredetermined spaced relationship between individual automobilesaccording to the present invention, only a portion of the track beingillustrated in phantom outline;

FIG. 2 is an elevational cross-sectional view illustrating a propulsionunit in a trench associated with the track, the drive wheel of thepropulsion unit being in engagement with a platen attached to theunderside of the automobile;

FIG. 3 is a side elevational view of the structure of FIG. 2, a portionthereof being illustrated in cross-section;

- FIG. 4 is a detail view in side elevation of the guide means securedto the automobile for steering the same along the track;

FIG. 5 is a plan view of the guide means of FIG. 4;

FIG. 6 is a detail side elevational view of one of the propulsion unitsand the adjacent track structure;

FIG. 7 is a side elevational view, partially in crosssection,illustrating a slightly different form of vehicle traveling uponparallel rails adjacent the track;-

FIG. 8 is an elevational view of the arrangement of FIG. 7;

FIG. 9 is a front elevational view, partially in crosssection, of thearrangement illustrated in FIG. 7;

FIG. 10 is a schematic wiring diagram of the present means forestablishing a predetermined spaced relationship between individualarticles, automobiles, or the like;

FIG. 11 is a schematic wiring diagram of the control means of thearrangement shown in FIG. 10;

FIG. 12 is a Schematic wiring diagram essentially the same as thatillustrated in FIG. 11, but showing the relays adjacent their associatedswitches; and

FIG. 13 is a diagrammatic representation of a section of the track,particularly illustrating the arrangement of sections of drive motorsoperating at different speeds and separated by an intermediate sectionof drive motors whose speeds are stepped.

Referring now to the drawings, and particularly to FIG. 1 thereof, thereis illustrated means 10 for establishing a predetermined spacedrelationship between individual articles of a plurality of movingarticles, such articles in FIG. 1 being constituted by automobiles, apair of which are indicated at 1212 in phantom outline. As previouslyindicated, a plurality of such automobiles 12 are propelled around atrack 14 by propulsion means constituted by a plurality of propulsionunits '16 located within an elongated trench 18, FIG. 2, which extendscoextensive with the track 14.

Each automobile 12 is conventional in form, including the usual fourwheels, body, and chassis, but if desired for reasons of case ofpropulsion and prevention of manual braking by passengers, eachautomobile 12 may be stripped of its usual manual brakes. In addition,the steering gear thereof is preferably disconnected to render thesteering wheel inoperative. Thus, each automobile 12 is in outwardappearance the same as any automobile just off the assembly line.

The purpose of the present means is to propel each automobile 12 alongthe track -14 to carry passengers therein through an exhibit area, forexample, while yet relieving the passengers of any responsibility forthe operation of the automobile 12. For brevity, only a pair ofautomobiles 12 are illustrated, but it will be understood that a greatplurality of such automobiles 1-2 are propelled simultaneously along thetrack 14, sometimes one right behind the other, completely filling thetrack 1-4, and sometimes in groups separated by four, five or more carlengths.

Dependin upon the length of the track 14, a number of respacing zones2!} may be provided, 'but only one such zone is illustrated in FIG. 1for brevity. The propulsion units 16 in the respacing zone 20 arevariable in speed to speed up or slow down the automobile 12 with whichthey are in engagement, and are herein referred to as respacingpropulsion units. There are approximately seven such respacingpropulsion units 16 in each respacing zone 29 so that at least threeunits will always be in driving engagement with the automobile :12.However, it will be apparent that the number and spacing of suchpropulsion unit 16 may be varied as desired, or as required by theparticular application.

Each propulsion unit 16 in the respacing zone 20 is under the control ofa control means 22 which is in electrical circuit with a correctionmeans 24, the correction means 24 in turn being in electrical circuitwith the propulsion units 16 to speed up or slow down the units 16 inaccordance with the dictates of the control means 22, as well be moreparticularly described hereinafter.

The control means 22 includes three switches or sensors constituted by aleading switch 26, an interval switch 28, and a following switch 30. Thesequence of actuation of the switches 26 and is translated by thecontrol means 22 into signals which actuate the correction means 24 tosupply an increase or decrease in the speed of the propulsion units 16,While the interval switch 28 renders the control means 22, in effect,inoperative to actuate the correction means 24 in the event that thefollowing switch 30 is not actuated for a considerable time interval.That is, where a number of the automobiles 12 pass seriatim past theswitches 26 and 30, closely adjacent each other, and are thereafterfollowed at a considerable distance by another group of the automobiles12, the non-actuation of the interval switch 28 during the prolongedtime interval between the groups of automobiles causes inactivation ofthe control means 22. This prevents the leading automobile 12 of thefollowing group of automobiles 12 from being immediately speeded up uponcoming into the respacing zone 20. However, as soon as such leadingautomobile actuates the interval switch 28, the automobile behind itwill be speeded up or slowed down, depending upon its spacing from theleading automobile, as sensed by the switches 26 and 30.

Thus, the leading automobile 12 is the reference automobile and theautomobile 12 following is speeded up or slowed down to provide correctspacing. Thereafter, the following automobile becomes the leading orreference automobile for the automobile following it. As will be seen,if the leading automobile 12 actuates or trips the leading switch 26prior to actuation of the following switch 30 by the followingautomobile 12, the following automobile 12 is too far behind and isspeeded up under the dictates of the control means 22. However, if thefollowing automobile 12 trips the following switch 36 prior to actuationof the leading switch 26 by the leading automobile 12, the followingautomobile is too close and is subsequently slowed in accordance withthe dictates of the control means 22.

Propulsion unit The propulsion units 16 are located in the motor trench18, and are spaced apart about the periphery of the track 14. Eachpropulsion unit 16 includes a supporting framework having two pairs oflongitudinally spaced-apart angle brackets 32, the brackets 32 of eachpair being secured to opposite sides of the motor trench 18 inconfronting relationship, as best illustrated in FIGS. 2 and 6. Thehorizontal legs of these brackets 32 support a pair of elongated,longitudinally spaced-apart, transverse angles 34 and 36 which aresecured in position by usual nut and bolt assemblies 38.

Each propulsion unit framework also includes a platform 40 having a pairof longitudinally extending structural channels 42, one of which isillustrated in FIG. 6, which are transversely spaced-apart to provideroom for rotation of a rubber tired drive wheel 44 in a vertical planebetween the channels 42. The forward or downtrack extremities of thechannels 42 are secured to a trans verse structural angle 46 and theopposite extremities of the channels 42 are rigidly secured to atransverse plate 48 to which is affixed an elongated transverselyextending bar 50, thereby forming a rectangular frame. The bar 59 issecured to the angle 36 by a plurality of transversely spaced-apartflexible bolt mountings 52 made ofresilient material such as neoprenerubber, the mountings 52 in turn being secured to the bar 59 by acorresponding plurality of nut and bolt assemblies 54. Resilient boltmountings such as the mountings 52 are well known in the art forproviding a resilient but secure support between adjacent members toprevent shock. However, the mountings 52 could take the form of aresilient metal or plastic hinge, if desired.

In the present instance the mountings 52 resiliently support theplatform 40 for limited pivotal movement thereof relative to the channel36 which, as previously indicated, is fixed to the track walls by theangles 32.

The horizontally oriented legs of the confronting angles 34- and 36 aredisposed in confronting relationship, and are spaced apart by a pair ofresilient balls 56, made of rubber or the like, which are held inposition by a pair of longitudinally arranged stub angles 58 welded tothe angle 34 and a pair of stub angles 60 welded to the angle 46. Ametal coil spring, hydraulic or pneumatic cylinder, or any similarresilient means could be used in place of the balls 56, if desired.

The angles 58 and 66 are offset relative to each other to bear againstopposite sides of the balls 56 to prevent transverse movement thereof,the transverse angles 34 and 46 preventing movement of the balls 56 in alongitudinal direction.

With this arrangement, the platform 46 is pivotable about the resilientbolt mountings 52, and the balls 56 are compressed to resilientlyaccommodate such movement. This yieldability of the platform 40,particularly to downward forces, permits a firm, resilient engagementbetween the associated drive wheel 44 and the automobile 12. Incontrast, an inflexible engagement is undesirable in that irregularitiesin the automobile surface engaged by the various drive wheels 44 wouldprevent simultaneous engagement of the automobile 12 by all of the drivewheels 44 in position for such engagement. Moreover, a resilientarrangement substantially prevents any jolting engagement of theautomobile 12 by the drive wheels 44 so that the passengers have noawareness of the means 'by which their automobile is being driven, andmove about the track in quiet comfort. Such distraction-free propulsionof the automobiles 12 is an important and salient feature of the preventinvention to permit the passengers to give their undivided attention tovthe exhibit areasthrough which they are traveling, as well as thequality and attractiveness of the automobile itself.

Each platform 40 rigidly mounts an electric drive motor 62 atop theupper surfaces of a pair of longitudinal channels 42 for driving a gearreduction unit 7 0, the drive motor 62 and the unit 70 being connectedby a drive pulley 64 mounted to the motor 62, a pulley 66 mounted to theunit 70, and a drive belt 68 connected between the pulleys 64 and 66.The pulley 66 is of a larger diameter than the pulley 64 to provide somespeed reduction, but the main speed reduction takes place in the gearreduction unit 70, whose outputis transmitted to the drive wheel 44 by ashaft 72. The drive wheel 44 is supported for rotation by a pair ofpillow or bearing blocks 72 which are rigidly bolted to the longitudinalchannel 42 in spaced- Platen Each automobile 12 mounts an elongatedplaten 78, which may be made of any suitable material such as plywood ora sandwich arrangement of thin structural aluminum or the like, securedby any suitable means to the underside of the automobile chassis. Theplaten 78 is approximately 12 feet in length to accommodate engagementthereof by at least three propulsion units 16, but it will be apparentthat the particular size of the platen 78 is not critical so longaseffective driving engagement is provided between the automobile 12 andthe drive wheels 44.

Each platen 78 extends longitudinally between the automobile wheels 80,and is cut away at its forward extremity, as at 82, to provide space formovement of the steering means for the automobile 12, as will bedescribed. In addition, the forward and rearward extremities of theplaten 78 are preferably inclined slightly upwardly from a horizontalplane to enable gradual engagement and disengagement thereof with thedrive wheels 44. More particularly, upon engagement between the toe orupwardly curved forward extremity of the platen 78 and the periphery ofthe adjacent drive wheel 44,'the drive wheel 44 is urged downwardlyunder the weight of the automobile 12, deforming the resilient mountings50 and balls 56 and thereby effecting a resilient and graduallly moredirect association which continues throughout the interval of passage ofthe platen 78 past the drive wheels 44. Disengagement therebetween isequally gradual because of the relative divergence between the rearwardextremity of the platen 78 and the associated drive wheel 44.

The smoothness of engagement between the automobile 12 and thepropulsion units 16 provides a distraction-free ride which is in sharpcontrast to the jolting and jerky propulsion effected by prior artsystems such as the well of the various drive wheels 44 need not beexactly aligned for smooth propulsion. Along straight stretches of thetrack 14 there is exact alignment, but at turns in the track 14 thedrive wheels 44 engage the platen 78 at an angle, and only a vector ofthe propulsive force is effective to drive the wheels 44. However, theimpositive nature of the engagement between the wheels 44 and the platen78 allows a desirable relative sideways tilting movement of the wheels44 provided by the resilient mounting so that undesirable jerkiness,wheel sideslip and the like are completely eliminated.

Steering apparatus A steering apparatus 84, as best illustrated in FIGS.2, 4 and 5, is rigidly mounted to a transverse chassis section 86 of theautomobile chassis adjacent the front wheels thereof, and is engageablewith an elongated channel 90 of the track 14 to guide the automobile 12along the track 14. The channel 90 is formed by a pair of channelsections 92 which are maintained in a predetermined spaced-apartrelationship by a baseplate 94 to which their lower portions arefastened. The baseplate 94 is secured atop a longitudinally extendingsupport member 96 disposed within the motor, trench 18, which member 96also affords a mounting surface for the adjacent angle brackets 32 ofthe propulsion unit 16.

The upper portions of the channel sections 92 extend toward each otherto define a throat section which is narrower than the channel 90 formedby the vertical portions of the channel sections 92, and a rotatableroller 98 of the steering apparatus is disposed within the channel 90for rotation in a horizontal plane. The roller 98 cannot be separatedfrom the channel 90 because of the narrower throat section formedbetween the upper extremities of the channel sections 92, butdisengagement sections are provided at intervals along the channel 90 topermit separation when desired. Such disengagement sections (not shown)are provided by cutting away the upper extremities of the confrontingchannel sections 92 to provide a space sufficiently great to permit theroller 98 to be upwardly withdrawn therefrom.

The roller 98 rotates whenever it is in engagement with one or the otherof the adjacent vertical walls of thechannel sections 92, and isrotatably carried at the lower end of an elongated, vertically disposedsteering pin 100 rigidly secured at its upper extremity to the forwardend of an elongated articulated linkage 102. The linkage 102 ispivotable about a vertical axis in response to side movements of thesteering pin 100 and includes an opening at its forward extremity forreceiving the upper end of the steering pin 100, being bifurcatedadjacent the opening and provided with a bolt 104 threaded through theadjacent portions of the bifurcation to urge such portions together forfirmly holding the steering pin 100 in position.

The linkage 102 is constituted by a forward link 106 and a rearward link108 which are pivotable relative to each other about a hinge pin 110.The adjacent extremities of the links 106 and 108 are characterized by ahinge knuckle arrangement pivotally secured together by the hinge pin110, the adjacent extremities of the links 106 and 108 being verticalexcept for the upper forward edge of the rearward link 108. This edge isarcuate or curved to permit upward pivotal movement of the link 106relative to the link 108. However, downward pivotal movement of the link106 out of the plane of the link 108 is prevented by engagement betweenthe adjacent straight lower vertical portions of the links 106 and 108.Thus, the link 106 is upwardly pivotable to accommodate slightirregularities in the channel 90 during forward travel of the automobile12, and is also upwardly pivotable out of the channel 90, at one of thepreviously described track disengagement sections, to effectdisengagement between the channel 90 and the steering pin 108 when theautomobile 12 is to be moved off the track 14.

, The rearward link 108 of the steering apparatus is supported forpivotal movement about a vertical axis by a vertically disposed stubshaft 112 which is rigidly secured to ahorizontally oriented mountingplate 114 which is fastened to the underside of the transverse chassissection 86 of the automobile 12. With this arrangement, sidewaysmovement of the roller 98 as it travels along the channel 90 istranslated into a partial rotation of the rearward link 168 about thesub shaft 112.

The pivotal motion of the link 1108 is imparted to the automobile 12 byan elongated, transversely connecting link 116 which is pivotallyconnected at its extremities, respectively, to the rearward extremity ofthe rearwar link 108 and to a vertically disposed tie member 118 whoseupper extremity is welded to an elongated transversely disposedintermediate link 12th -The opposite extremities of the intermediatelink 120 are pivotally secured to a pair of elongated side links 122 and124 whose opposite extremities are secured in any suitable fashion (notshown) to the usual steering arms which are connected to the automobilefront wheels 88. Such usual steering arms are the same steering arms towhich the conventional steering mechanism of an automobile is connectedto cause the automobile wheels 8%) to turn for steering purposes. The upand down springing action of the front wheels 86 is accommodated by thepivotal connection between the adjacent extremities of the intermediatelink 120 and the side links 122 and 124.

An elongated stabilizing link 126 is pivotally connected at its rearwardextremity to a depending portion 128 of the tie member 118, and ispivotally connected at its forward extremity to the mounting plate 114by a stud-nut assembly 131 With this arrangement, the mounting plate114, the links 108 and 126, and the intermediate link 116 constitute thesides of a parallelogram, with the stabilizing link 126 preventingundesirable longitudinal deflection of the transverse linka econstituted by the intermediate link 120 and the side links 122 and 124.

Pivotal movement of the linkage 1G2 and the associated steering pin 1%relative to the adjacent platen 78 of the automobile 12 is permitted bythe provision of cutout section 82 in the forward extremity of theplaten 78. Thus, the steering apparatus just described is adapted tosmoothly guide the automobile 12 over the predetermined course of thetrack 14, while yet accommodating any slight irregularities existing inthe channel 96, as well as accommodating the usual vertical springingaction of the automobile wheels 80, An alternate arrangement is toeliminate the links 116 and 126 and instead employ a side link connecteddirectly from the rear of the link 108 to the conventional steeringlinkage of the automobile.

Steering apparatus-Another embodiment In certain applications it isdesirable to provide for steering of the rear wheels of a four-wheeledvehicle, as well as the steering of the two front wheels, and a vehicleor car 134 steered in this manner is illustrated in FIGS. 7 and 8together with the associated apparatus for effecting such steering. Moreparticularly, an elongated platen 136 is secured to the underside of thechassis of the car 134 for engagement with the wheels 44 of thepropulsion units 16 for driving the car 134 along the track 14-.

The steering mechanism is constituted by identical forward and rearwardsteering portions 138 and 140, respectively, which are each constitutedby an elongated transverse axle 142 fixed to the car chassis (not shown)in any suitable fashion. The opposite ends of each of the axles 142pivotally mount a pair of wheel assemblies or mounts 144 which eachincludes a laterally extending arm 146 for rotatably mounting a supportwheel 148, and also includes a pair of oppositely extending,longitudinally oriented arms 159 which each mount a guide wheel 152. Thearms 156 are arranged substantially parallel with a pair of elongated,spaced-apart rails 154 extending along the track 14, the rails beingsecured to the track 14 by 1% any suitable means, such as by a pluralityof vertical members 156 schematically shown in FIG].

The pair of rails 154 are coextensive with the track 14, following eachconformation thereof, and the four support wheels 148 of the car 134ride upon these rails to support the car 134 above ground level. Thewheels 148 are steered along the rails 154 by the guide wheels 152 whichride along the inner peripheries of the pair of rails 154 and pivot thewheel mounts 144 in conformity with the curvature of the rails 154. Thatis, pivotal movement of the arms 150 of the wheels 152 about theextremities of the axles 142 is transmitted to the arms 146 supportingthe wheels 148 to pivot the wheels 148 and thereby steer the car 134 atboth its forward and rearward ends. Each of the wheel mounts 144 alsoincludes a depending shoe 158, as best seen in FIG. 9, which extendsbeneath the rails 154 to prevent the car 134 from moving upwardly andjumping the rails 154.

Respacz'ng apparatus Referring now to FIG. 10, there is illustrated arespacing apparatus 169 located in each respacing zone 26, and whichincludes the previously indicated control means 22, the correction means24, and the switches 26, 28 and 36. One of the respacing apparatuses islocated in each of the respacing zones 20, but for the purpose ofbrevity only one of the respacing apparatuses 16b is herein describedand illustrated. However, the electrical leads for two other suchrespacing apparatuses are illustrated in FIGS. 10 and 12 to show howsimply additional apparatuses 1643 may be added when needed.

The respacing means of the invention includes, gen erally, the switches26, 28 and 38 connected by suitable leads to the control means 22, apair of usual and conventional holding coils 162 and 164 in electricalcircuit with the control means 22 and alternately energizable by thecontrol means 22 to close, respectively, a pair of relays 166 and 168.The relay 166 includes three ganged switches 170, 172 and 174, and therelay 168 includes three ganged switches 176, 178 and 18%. The switchesof the relays 166 and 168, in the positions thereof illustrated in FIG.10, connect three-phase alternating current of 60 cycle frequency from21,60 cycle bus 182 to three bus bars 184, 186 and 188 in electricalcircuit with the three-phase alternating current drive motorsconstituting the propulsion units 16. That is, the switches 176 and 176connect the 60 cycle bus to 132 to the bus bar 186 through a startswitch 190, through a conventional overload fuse 192, and through ausual self-saturating reactor 194. Switches 172 and 178 connect the 60cycle bus 182 to the bus bar 184 through a start switch 196, and throughan overload fuse 198. Similarly, the switches 174 and 138 connect the 60cycle bus 182 to the bus bar 188 through a start switch 290, through afuse 202, and through a usual self-saturating reactor 204.

In the just described positions of the switches of the relays 166 and168, the propulsion units 16 are powered by three-phase 60 cyclealternating current tapped from the bus 182. However, energization ofcoil 162 is operative to powerthe respacing propulsion units 16 with 90cycle alternating current to increase their speed of rotation, whileenergization of coil 164 is operative to drive the propulsion units 16with 30 cycle alternating current to decrease their speed of rotation.Thus, the control means 22 is effective to energize one or the other ofthe coils 162 and 164, in accordance with the sequence of operation ofthe leading switch 26 and the following switch 30, to thereby alter thespeed of the respacing propulsion units 16.

More particularly, upon energization of the coil 162, the switches 170,172 and 174 are moved to their opposite positions to p-royide power tothe motor buses 184, 186 and 188 from a 90 cycle bus 206, through afused master switch arrangement 208 identical to that described inconnection with the 60 cycle bus 182.

Similarly, energization of the coil 164 is operative to move theswitches 1'76, 178 and 180 to their opposite positions to provide powerto the motor bus bars 184, 186 and 188 from a 30 cycle bus bar 210,through a fused master switch arrangement 212 identical to the fusedmaster switch arrangement described in connection with the 60 cycle busbar 182.

Thele'ads generally indicated at 214 and 216 illustrate the means bywhich power for two other respacing apparatuses 160 may be drawn fromthe 60 cycle bus 182; the leads generally indicated at 218 and 220illustrate the means by which such apparatuses 160 are provided with 30cycle alternating currents; and the leads indicated at 222 and 224illustrate the means by which such other apparatuses .160 may beprovided with 90 cycle alternating current from the bus 286. It will beapparent that any number of respacing apparatuses 160 may be thuspowered by the buses 182, 210 and 206.

The 30 cycle alternating current at bus 210 is provided by a four-polewound rotor motor 226 connected between the 60 cycle bus 182 and the 30cycle bus 210 through a start switch 228. The 90 cycle alternatingcurrent is provided by a four-pole wound rotor motor 230 connectedbetween the 90 cycle bus 206 and the 60 cycle bus 182 through a startswitch 232. The motor 226 is forwardly rotated and the motor 230 isreversely rotated by mechanical connections, indicated generally at 234and 236, respectively, to any suitable drive motor, such as an inductionmotor 238 powered through a start switch 240 from the 60 cycle bus. 182.With this arrangement, the one motor-generator set, constituted by themotors 226, 238, and 230, is adapted to provide power to all of therespacing apparatuses 160 which are utilized in the present means forestablishing the predetermined spaced relationship between theindividual automobiles 12.

Referring now to FIG. 11, the control means 22 for selectivelyenergizing one or the other'of the coils 162 and 164, in response to thesequence of operation of the leading switch 26 and the following switch30, is illustrated in detail. However,for clarity of description therelays have been separated from their associated switches, therebybetter showing the separate'circuits affected by such relays, it beingnoted that FIG. 12 is a showing of the same circuit as that of FIG. 11,but with the relays and their switches associated in conventional array.

The control means 22 derives its power from any suitable source of 115volt, 6O cycle alternating current through a pair of leads 242 and 244connected through ganged start switches 246 and 248, respectively, tothe power source. Closure of the start switches 246 and 248 appliespower to the correction means 24, provided that Control mans theinterval switch 28 is in its closed or actuated position.

However, the switch 28 is normally open, as illustrated in FIG. 11, andis moved to its closed position only when an automobile 12 engages theswitch 28. For this purpose,

.the switches 26, 28 and 30 are disposed in the respacing zone adjacentthe channel 90 for actuation by the steering pin 100 as the automobile12 travels down the track 14 through the respacing zone 20. The leadingswitch 26 is located so that the leading automobile \12 act-uates itjust after the automobile .12 leaves the respacing zone 20. Thefollowing switch is located one car length within the respacing zone 20so that the following automobile 12 trips it just after it hascompletely entered the res-pacing zone 20, the switches being spacedapart approximately 27 feet, with the interval switch 28 about 7 feetforward of the following switch 30. These distances are merelyexemplary, being those adapted for use in spacing apart automobiles 12approximately 9 seconds apart mately 27 feet long. In this regard itshould be noted when the automobiles are moving at a rate of 3 feet persecond, that is, approximately 27 feet apart. The leading switch 26 isapproximately one car length beyond the respacing zone 20, the respacingzone itself being'ap-proxithat the particular form of switch is notcritical, and switches 26, 28, and 30 may be usual microswitches, asdescribed, of photoelectrically operated types, or magnetically operatedtypes, or any other type switch for sensing the .presence of theautomobile 12, asdesired.

Assuming a group of automobiles 12 are approaching the respacing'zone20, the leading automobile 12 actuates the following switch 30 with noelfect on the control means 22, as will be seen, when the intervalswitch 28 is in its normally open position. However, as the leadingautomobile 12 proceeds through the respacing zone 20, the intervalswitch 28 is engaged and moved to its closed position, passing powerfrom the lead 244 through a lead 258 to one side of the interval switch28, thence through the switch 28, through a lead 252, through a timedelay relay 254, through another lead 256, a lead 258, and on to thepower source through the lead 242. This circuit energizes the time delayrelay 254, thereby readying the correction means 24 for actuation ofeither the coil 162 or the coil 164, as will be seen.

The time delay relay 254 is of conventional construction, and varioustypes of such time delay relays are available on the market, theparticular relay 254 preferably being of the pneumatic time delay typeadjusted to provide a delay of approximately 60 seconds before itsassociated switch is permitted to move back to its normal position. Thetime delay relay 254 is utilized because the interval switch 28 is onlymomentarily actuated and would otherwise cut off power to the correctionmeans 24 after passage of the automobile 12. However, the sustainedclosure of the relay 254 permits a switch 260 associated therewith to bemaintained in its closed position during the 60 second interval toprovide power to the correction means 24. More particularly, the switch260' is located in a circuit effective to energize one or the. other ofthe holding coils 162 or 164, depending upon which of the switches 26 or30 is first actuated.

Following automobile too far behind Assuming that the leading automobile12 actuates the leading switch 26 to a closed position prior toactuation of the following switch 30 by the following automobile 12, itwill be apparent that the following automobile is moving too slowly,that is, located at too great an interval from the leading automobile,and therefore must be speeded up. Accordingly, upon actuation of theleading switch 26 to its closed position, a circuit is completed fromthe source lead 244, through the lead 250, through a lead 263, through aswitch 264 which forms a part of a ganged selection switch 266, througha lead 268, through the closed switch 260 associated with the time delayrelay 254, through a parallel circuit including a pair of normallyclosed switches 270 and 272, through a lead 274, through another switch386 'of the selection switch 266, through a lead 278, through the closedleading switch 26, through a parallel circuit including a pair of timedelay relays 280 and 282, and thence back to the power source throughthe lead 242. 1

The described energization of the time delay relay 280 and the relay 282effects closure or energization of other circuits of the control means22, as will next be described.

More particularly, energization of time delay relay 280 closes thenormally open switch 284 in a circuit subsequently effective to energizethe cycle coil 162, as will be seen, and also opens the normally closedswitch 272. The time delay relay 280 is of the same type as the delayrelay 284, but is adjusted so that its associated switches are actuatedfor approximately one-half second.

Energization of relay 282 closes a normally open switch 286 to providepower in certain circuits of the control means 22 subsequent to closureof the momentarily opened leading switch 26. This circuit is provided bythe lead 244, the lead 250, the lead 263, the switch 264 of the 13selection switch 266, the lead 268, the now closed switch 286 associatedwith the relay 282 and the time delayrelay 280, and the power lead 242to the power source.

Energization of relay 282 also opens a normally closed switch 292 in acircuit effective to operate the 30 cycle coil 164, the opening of thiscircuit preventing energization of the coil 164.

Energization of relay 282 also closes a normally open switch 294 in acircuit which readies for operation the circuit of the 90 cycle coil162. More particularly, this circuit is connected in parallel with thejust described circuit which was energized by closure of the switch 286,and is provided with power through the lead 263 connected to the centerpole of the switch 264 of the selection switch 266. The circuitassociated with the lead 263 is constituted by a lead 296, a cam switch298, a lead 300, and that side of a parallel circuit which includes theswitches 294 and a switch 302. The switch 294 is normallly open, but isnow closed by reason of the energization of the relay 282. From theswitch 294 the circuit proceeds through a relay 304 whose consequentenergization closes an associated switch 306 in the other branch of theparallel circuit which included the switches 294 and 302. Thus, whenrelay 304 is energized, closure of the switch 306 continues to providepower through the relay 304 in spite of the subsequent opening of eitherof the switches 294 and 302.

The circuit from the relay 304 continues through a lead 308, through thelead 256, and back to the power source through the leads 258 and 242.However, since the circuit just described includes the normally open camswitch 298, the means or circuit effective to close this switch willnext be described.

More particularly, energization of the relay 282 also closes a normallyopen switch 310 located in a circuit effective to energize aconventional electric clutch 312, which circuit is constituted by thepower lead 244, a lead 314, a lead 316, a pair of tied terminals of aconventional rectifier 318 for converting the alternating current of thepower source into direct current for actuation of the clutch 321, anormally closed switch 320, a lead 322, and that side of a parallelcircuit which includes a normally closed switch 324 and the normallyopen but now closed switch 310 associated with the relay 282. Thecircuit continues through a lead 326 to the clutch 312, which isenergized to effect a mechanical, driving connection'between a clockwiserotating clock motor 328 and a rotatable cam 330 having a peripheraldetent 332. As illustrated in FIG. 11, the cam switch 298 is in itsnormally open position when its associated switch arm is located in thedetent 332, the switch 298 being moved to its closed position when thecam 330 rotates and forces the switch arm of the switch 298 out of thedetent 332 onto the outer periphery of the cam 330. Thus, uponeuergization of the relay 282 and consequently the elastic clutch 312,cam 330 immediatley rotates. Accordingly, energization of the circuitwhich includes the clutch 312 and of the circuit which includes therelay 304 is substantially simultaneous.

The circuit of the clutch 312 is completed through a lead 334, throughanother pair of tied terminals of the rectifier 318, through a lead 336,and thence back to the power source through the power lead 242.

Summarizing the etiects of the energization of relay 282, the clutch 312is energized to commence counterclockwise rotation of the cam 330; apower circuit is established so that closure of the leading switch 26after the automobile 12 has passed does not cut off power to the controlmeans 22; the possibility of energization of the circuit of the 30 cyclecoil 164 is eliminated; and consequent energization of the relay 304closes a normally open switch 338 in the circuit of the 90 cycle coil162 to ready the coil 162 for operation of the respacing propulsionunits 16 on 90 cycle power.

The clutch 312 and the clock motor 328 have their counterparts in anoppositely located clutch 340 and a clock motor 342 engageable with theopposite face of the cam 330 and operative to rotate the cam 330 in acounterclockwise direction. Although the clock motors 328 and 342 arenormally energized, they are ineiiective to rotate the cam 330 until oneor the other of the electric clutches 312 or 340 are energized.

The motors 328 and 342 are operated in parallel, the branch of thecircuit for the motor 342 including a lead 344 connected to the powerlead 244, a normally closed cam switch 346 whose actuating arm ridesupon the periphery of the cam 330, a lead 348 connected to the clockmotor 328, and the lead 350 which is connected to the power lead 242 tocomplete the circuit. The branch of the parallel circuit for the motor342 is provided by a lead 352 connected to the lead 344, the motor 342,and a return lead 354 connected to the lead 350 to complete the circuitto the power lead 242.

With this arrangement, actuation of the leading switch 26 causes theclock motor 328 to rotate the cam 330 in a clockwise direction for aninterval of time which is terminated by actuation of the followingswitch 30 by the following automobile 12. More particularly, uponactuation and closure of the normally open following switch 30 by thefollowing automobile 12, a circuit is completed which is constituted bya lead 356 connected to the now energized lead 288, a lead 358, theswitch 30, a lead 360,

' a time delay relay 362 and a relay 364 connected in parallel, theleads 308, 256, and 258, and the power lead 242. Energization of therelay 364 opens the normally closed switch 290 connected therewith,cutting off power to the time delay relay 280 and the relay 282. Thede-energization of the relay 282 has the immediate effect of opening theswitch 310 to cut off the power to the clutch 312.

Energization of the time delay relay 362 closes an associated normallyopen switch 366 to provide power through the circuit of the time delayrelay 362 and the relay 364, independently of the following switch 30,so that after the short interval of closure of the following switch 30,power still exists in the circuit of the relays 362 and 364.Energization of time delay relay 362, which is set for approximatelyone-half second delay, also closes an associated, normally open switch367 to establish a circuit through a relay 368, the switch 367, theswitch 234 which is in a closed position by reason of the continuingaction of the time delay relay 280, through the switch 306 whose closurewas eilected at the time that the leading switch 26 was actuated,through the relay 304, and back to the power source through the leads308, 256, 258 and 242.

The energization of relay 368 effects closure of an associated, normallyopen switch 370 which energizes the clutch 340 through a circuitprovided by the lead 314, the lead 316, a lead 372, the closed switch370, the clutch 340, a lead 374, the lead 334, the lead 336, and thepower lead 242. Energization of the electric clutch 340 effects amechanical connection between the clock motor 342 and the cam 330 sothat the earn 330 is then rotated in a counter-clockwise direction untilthe detent 332 engages the switch arm of the switch 298 to open theswitch 298, as will be described, it being noted that in the absence ofengagement of the cam 330 by either of the clutches 312 or 340, the cam330 is biased back to its normal position illustrated in FIG. 11 by aspiral spring 375.

Simultaneously with the above, energization of the relay 304 closes theassociated, normally open switch 338 to effect a completed circuitthrough .the cycle holding coil 162, which, as previously indicated, iseffective to apply 90 cycle alternating current to the respacingpropulsion units 16, as more particularly illustrated in FIG. 10.

Application of 90 cycle alternating current to the respacing propulsionunits 16 is effective to speed up the following automobile 12 for alength of time determined by the duration of travel of the switch arm ofthe switch 298 before it falls into the detent 332 of the cam 330.

" The speed of rotation of the clock motor 342 is half that of the clockmotor 328, the motor 328 rotating at 28 rpm. while the clock motor 342operates at a speed of 14 r.p.m., whereby the corrective action, be itspeeding up or slowing down the following automobile 12, is carried onfor a period of time twice that of the interval between actuation of theleading switch 26 by the leading automobile 12 and the actuation of thefollowing switch 30 by the following automobile 12.

When the switch arm of the cam switch 298 drops into the detent 332, thecircuit to the 90 cycle holding coil 162 is cut ofi, de-energizing therelay 368, and opening the switch 370 to open'the circuit to the clutch340. Power to the control means 22 is thus cut off, and means 22 is ineffect inoperative until the following automobile 12 engages theinterval switch 28 to ready the system for another corrective cycle ofoperation.

Operation of the control means 22 is essentially similar when thefollowing switch 30 is actuated by the following automobile 12 prior toactuation of the leading switch 26 by the leading automobile 12,indicating that the following automobile 12 is too close to the leadingautomobile and must be slowed. A brief description of this operationfollows.

F llowing automobile too far ahead Assuming that the following switch 30is actuated by the following vehicle or automobile 12 prior to actuationof the leading switch 26 by the leading automobile 12, the intervalswitch 28 is first opened by engagement with the leading automobile 12,establishing the previously described circuit through time delay relay254 which results in closure of the switch 260 which is asso-' ciatedwith the time delay relay 254.

Subsequent actuation of the following switch 30 by the followingautomobile 12 then establishes a circuit from the power lead 244,through the leads 250 and 263, the switch 264 of the selector switch266, the closed switch 260 associated with the time delay relay 254, thenormally closed switch 272, the following switch 30,- the time delayrelay 362 and the relay 364, and through the power lead 242 to the powersource.

Energization of the relay 362 closes its associated, normally openswitch 376 to establish a circuit to the clutch 312, which effects amechanical interconnection between the clock motor 328 and the cam 330to initiate clockwise rotation of the cam 330, as previously described.In addition, rotation of the cam 330 closes the cam switch 298, andenergization of the relay 364 closes an associated, normally open switch378 to establish a circuit through a relay 380, which relay 380 closesits associated switch 382 in parallel with the switch 378 so that therelay 380 remains energized subsequent to opening of the switch 378 whenthe following switch 30 closes. That is, the relay 380 seals itself intothe power circuit.

Energization of the relay 380 also closes an associated, normally openswitch 384 in the circuit of the 3() cycle holding coil 164, readyingthat circuit for operation.

Energization of the time delay relay 362- also closes its associated,normally open switch 366 so that power continues to flow through therelays 362 and 364, by-passing the following switch 30, subsequent toopening of the following switch 30 when the following automobile 12disengages the following switch 30.

Next, the leading automobile 12 actuates the leading switch 26, and acircuit is established through time delay relay 280 and relay 282 which,as will be seen, cuts off power from the time delay relay 362 and therelay 364 and also establishes a circuit to energize the clutch 340.More particularly, the circuit through the time delay relay 280 and therelay 282 is atfordedby the power lead 244, the-lead 250, the lead 263,the switch 264 of the se lector switch 266, the lead 268, the switch 260which is now closed by reason of the continuing operation of the timedelay relay 254, the normally closed switch 272, the lead 274, anotherswitch 386 of the selector switch 266,

16 the lead 278, the closed leading switch 26, the relays 280 and 282,and the power lead 242. v

Energization of the relay 282 opens its associated, normally closedswitch 292, breaking the circuit through the relay 362 and 364.

Energization of the time delay relay 280 closes its associated switch284, which establishes the circuit through the relay 368 which, whenenergized, closes its associated switch 390 in parallel with theswitches 367 and 284, sealing the relay 368 into the powered circuit. Inaddition, energization of the relay 368 opens its associated, normallyclosed switch 320, cutting otf power from the clutch 312 and stoppingclockwise rotation of the cam 330. Simultaneously, the normally openswitch 370 also associated with the relay 368 is closed, establishing acircuit from the power source to the clutch 340, and effecting amechanical interconnection between the motor 342 and the cam 330 torotate the cam 330 in a counter-clock- -wise direction.

When the circuit of the relay 368 is energized, the 30 cycle hold-incoil 164 is also energized by reason of its parallel connection with therelay 368, the switch 384 in the circuit of the hold-in coil 164 beingat this time closed by reason of the continuing energization of theassociated relay 380. In addition, the continuing energization of therelay 380 establishes a circuit providing power to the 90 cycle hold-incoil 164 subsequent to opening of the leading switch 26 after theautomobile 12 passes therepast.

JMore particularly, this circuit is provided by the power lead 244, thelead 250, the-lead 263, the lead 296, the cam switch 298, the closedswitch 382, the relay 380, the leads 256 and 258, and the power lead242.

-As previously described, the energization of the 30 cycle hold-in coil164 is operative to apply 30 cycle alternating current to the respacingpropulsion units 16 to slow the automobile 12 in the respacing zone 20.

rotates counter-clockwise sufliciently to permit the switch arm of thecam switch 298 to drop into the detent 332, opening the power circuit tothe 30 cycle hold-in coil 164.

Automobiles properly spaced If the automobiles 12 are properly spacedapart, it will be apparent that the leading automobile 12 will actuate.the leading switch 26 simultaneously with actuation of the followingswitch 30 by the following automobile 12. When this occurs, neither ofthe hold-in coil 162 or 164 is energized and consequently no speeding upor slowing down of the automobile 12 in the respacing zone 20 willoccur. More particularly, it will be recalled that energization ofeither the coil 162 or the coil 164 required the preliminaryestablishment of a circuit through the parallel connected switches 270or 272. However, when both the leading switch 26 and the followingswitch 30 are simultaneously actuated, the associated relays 280 and362, respectively, are also simultaneously energized, and thissimultaneous energization causes their associated, normally closedswitches 270 and 272 to both open, cutting off any possible circuitthrough them. Consequently, no power is applied to either of the hold-incoils 162 or 164'.

Alternate control means According to the present invention, there isprovided another meansfor establishing the proper spaced rela- Thisslowing of the automobile is terminated when the cam 330,

escapes More particularly, assuming that the alternate control means orinternal circuit is to be utilized, the selection switch 266 is manuallythrown to its opposite position in which its associated switch armsdisengage the switch contacts with which they are in engagement in FIG.11, and engage the opposite switch contacts. The selection switch 266 ismanually thrown when the leading automobile 12 initially actuates thefollowing switch 30, at which time a switch arm 396 rests in a detent398 of a cam 400. In this position the switch 402 associated with theswitch arm 396 is located in its normally closed position, asillustrated in FIG. 11.

The cam 400 and another cam 404 are mechanically coupled to the motor394 so as to rotate with the armature of the motor 394, and the motor394 is adjusted to rotate once every 9 seconds.

The motor 394 is energized upon operation of the selection switch 266 bya circuit constituted by the power lead 244, a lead 405, a switch 408, alead 410, through the motor 394, a lead 412, and the power lead 242.Since the motor 394 and its associated cams 400 and 404 rotate onceevery 9 seconds, and the required interval between the cars is a9-second interval, there will be applied a corrective speed adjustmentto the rcspacing propulsion units 16, as will be seen, in the event thatthe following switch 30 is not actuate-d by the following automobile 12precisely when the switch arm 396 again drops into the detent 398subsequent to a complete counter-clockwise revolution of the cam 400.

When the leading automobile 12 actuates the following switch 30, none ofthe critical relays in the various circuits are energized because theswitch 260 is open. It will be recalled that in the other control systempreviously described the switch 260 was opened when the interval switch28 was actuated by the leading automobile 12. Similarly, the lead-ingautomobile 12 can effect closure of the switch 260 by actuation of theinterval switch 28, but the internal system now being described isoperative without the utilization of any interval switch, the functionof the interval switch 28 being taken over by the cam 404. That is,after the leading automobile 12 has passed the following switch 30, thecam 404 will rotate in a counter-clockwise direction through 210 inapproximately seconds, at which time a switch arm 414 of a switch 416will drop into a detent 418 of the cam 484 to close a circuit throughthe time delay relay 254.

More particularly, this latter circuit is constituted by the power lead214, the lead 263, the switch 264, a lead 420, the switch arm 416, alead 422, a switch 424, a lead 426, the lead 252, the time delay relay254, and the leads 256, 258, and 242. The control means circuit is nowready for operation, by reason of the closure of the switch 260associated with the time delay relay 254, for speeding up or slowingdown the following automobile 12, depending upon whether the switch arm396 falls into its detent 398 before or after actuation of the followingswitch 30 by the following automobile 12.

Assuming that the switch arm 296 drops into its deten-t 398 prior toactuation of the following switch 30 by the following automobile 12, inwhich case the following automobile 12 must be speeded up, closure ofthe switch 402 completes a circuit through the time delay relay 280 andthe relay 282.

More particularly, this circuit is established by the power lead 244,the lead 250, the lead 263, the lead 420, the switch 416, a lead 428,the lead 268, the now closed switch 260, one or the other of theparallel connected switches 279 and 272, the lead 274, the switch 386, alead 430, the cam switch 402, a lead 432, the time delay relay 280 andthe relay 282, and the power lead 242.

Energization of relay 282, as was true in the case of the firstdescribed control means embodiment, energizes the clutch 312 to commenceclockwise rotation of the i8 cam 330. As will be seen, subsequentactuation of the following switch 30 by the following automobile 12 willeffect energization of the 90 cycle holding coil 162 to speed up thefollowing automobile 12, as previously described.

More particularly, when the following automobile 12 actuates thefollowing switch 30, the time delay relay 362 and the relay 364 areenergized by a circuit constituted by the power lead 244, the lead 263,the switch 264, the lead 420, the switch 416, the lead 428, the lead268, the closed switch 260, the switch 270, the lead 288, the lead 356,the lead 358, the now closed following switch 30, the lead 360, the timedelay relay 362 and the relay 364, the lead 388, the lead 256, the lead256, the lead 258, and back to the power source through the power lead242. As previously described, energization of the time delay relay 362opens the normally closed switch 290 connected therewith, cutting offpower to the time delay relay 280 and the relay 282. The de-energizationof the relay 282 has the immediate effect of opening the switch 310 tocut off the power to the clutch 312.

In addition, as previously described, energization of relay 368 efiectsclosure of the switch 370 toenergize the clutch 340, rotating the cam330 in a counter-clockwise direction until the detent 332 engages theswitch arm of the switch 298 to open the switch 298. In addition, the 90cycle holding coil 162 is energized to speed up the following automobile12.

Similarly, should the following switch 30 be actuated prior to entry ofthe switch arm 396 into the detent 398, the time delay relay 362 and therelay 364 would be first energized, readying the circuit for a slowingdown of the following automobile 12. That is, energization of the relay362 effects clockwise rotation of the cam 330, and subsequent closing ofthe switch 402 energizes the time delay relay 280 and relay 282 whichcuts off power from the time delay relay 362 and the relay 364, aspreviously described. In addition, the clutch 340 is energized to rotatethe cam 339 in a counter-clockwise direction, and the 30 cycle holdingcoil 164 is energized to effect a slowing down of the followingautomobile 12.

Should the switch arm 396 fall into its detent 398 simultaneously withactuation of the following switch 30 by the following automobile 12,there will be no corrective action applied to the automobile 12 sinceboth switches 270 and 272 will be opened, cutting off any possiblecircuit through them which would energize either of the holding coils Inthe utilization of the present system it will be apparent that theemployment of 30 cycle and 90 cycle current to effect the correctiveslowing and speeding up of the automobiles 12 is not critical, and if itis desired to further reduce the effect on the passengers of anycorrective speed adjustment, the corrective current could be any otherlower or higher cycle, such as 20 cycle and cycle current, in which casethe motor 342 would be made one-third the rpm. of the motor 330 ratherthan half.

When the present system is shut down, the automobiles 12 are braked soas to maintain their relative positions upon the track 14 by anysuitable means, such as by a conventional Prony brake arrangement (notshown), the straps of the brakes being arranged for frictionalengagement adjacent the tired drive wheels 44 of propulsion units 16.The braking system is preferably automatically actuated whenever theelectrical power to the present means 10 is shut off. In addition, thereis preferably employed in each automobile 12 a -hill holding feature, asis well known in the art, to keep the automobile 12 from coastingbackwardly on upgrades. Such a hill holding apparatus aids the brakingeffect of the air brakes associated with the automobiles 12. M

FIG. 13 is a diagrammatic representation of a section of the track 14,and is exemplary of an arrangement by which each of the automobiles 12are speedecl or slowed a predetermined amount, the particular showingbeing one in which the automobiles 12 are accelerated from a lower to ahigher speed. More particularly, the section of track 14 illustratedincludes a slow speed track zone 450, a high speed track zone 452, andan intermediate speed gradient zone 454. The track zones 450 and 452each include a great plurality of. propulsion units 16, such as forexample 50 units 16 in each of the zones, it being noted that in FIG. 13only the drive wheels 44 of the units 16 are illustrated for simplicity.

Assuming that the drive wheels 44 of the slow speed track zone 450 areadjusted to drive the automobiles 12 thereover at a speed ofapproximately 3 feet per second, and the drive wheels 44 of the highspeed tr-ack zone 452 adjusted to drive the automobiles 12 at a rate of6 feet per second, it is desired to accelerate the automobiles 12 acrossthe speed gradient zone 454 in a smooth and gradual manner to minimizethe sensation of speed increase for passengers in the automobiles 12.

Accordingly, the speed gradient zone 454 is provided with a plurality ofthe propulsion units 16, the drive wheels 44 thereof being illustratedin FIG. 13, with perhaps 20 of such units 16 being utilized between theslow and high speed zones 450 and 452. Each of the propulsion units 16in the speed gradient zone 454 is driven so as to rotate theirassociated drive wheel 44 at different speeds, the speeds of the drivewheels 44 increasing from the sloW speed track zone 450 to the highspeed track zone 452 in increments of of the speed difierence betweenthe zones 450 and 452.

Each of the electric drive motors 62 utilized in the propulsion units 16in the present means 10 is preferably a four pole induction motor of thesquirrel-cage type rotating at approximately 1750 r.p.m. The rotationalspeed of the drive wheels 44 is determined by the gear reduction unit 70associated with the drive motor 62, as previously described, and theunits 70 throughout the speed gradient zone 454 are operative, throughappropriate gearing, to provide the desired 5% speed increase from onedrive wheel to the next, as will be obvious to those skilled in the art.Other non-synchronous motors could be utilized, but the induction motors62 are preferred because they are relatively inexpensive, whichisimportant in the present application because of the comparativelylarge number of motors utilized.

As is well known, induction motors characteristically rotate at arelatively constant rate, but momentarily slow when they are loadeddown, as by engagement of their associated drive wheel 44 by anautomobile 12. Thus, it is an important feature of the present inventionthat the induction motors utilized for the propulsion units 16 areadapted to gradually accelerate or decelerate the automobile 12 inengagement with the drive Wheels 44, not only by reason of thedifferential rates of rotation of the drive wheels 44 throughout thespeed gradient zone 454, but also by reason of the inherent ability ofeach of the drive motors 62 to individually adjust its rate of rotationas the drive wheel 44 thereof engages the automobile 12.

The utilization of non-synchronous motors which have at capacity tospeed up or slow down under load, that is adjust their rpm. to the load,provides important advantages over the types of prime movers found inprior art :onveyor systems. -More particularly, in previous con veyorsystems great care Was exercised toprovide an :ffective slippage meansor device between the conveyor prime mover and the articles beingconveyed so that dis- :repancies between the relative speeds of theconveyor 1nd the articles to be conveyed could be taken up or smoothedout by the slippage device. For example, fluid :ouplings are often usedbetween the prime mover and the conveyor elements for this purpose. Incontrast, the present utilization of non-synchronous motors completely)bviates any necessity for employing slippage devices, since the motorsthemselves are both the prime movers and the slippage devices. Themotors are inherently capa ble of adjusting their speeds to compensatefor discrepancies between the relativespeeds of the Wheels 44 and theautomobiles 12 being conveyed. In addition, since the plurality ofnon-synchronous drive motors is each independently operative to rotateits associated drive wheel 44, the overall system has the furtheradvantage of being operable even in'the event that one of the motorsshould fail.

From the foregoing description it will be apparent that there has beenprovided an article handling means uniquely adapted for establishing apredetermined spaced relationship between individual articles of aplurality of moving articles. In addition, there has been described asteering apparatus for association with a vehicle steered at its frontend only, and a steering apparatus for steering all the wheels of avehicle. Moreover, the propulsion units described have a desired gradualengagement and disengagement with the vehicles driven so as to minimizeand substantially eliminate any shock or discomfort to the passengers inthe vehicles.

Various modifications and changes maybe made with regard to theforegoing detailed description without departing from the spirit of theinvention or the scope of the following claims.

We claim: 1. Means for establishing a predetermined spaced relationshipbetween individual articles of a plurality of moving articles, saidmeans comprising:

propulsion means for moving said articles through a respacing zone;

correction means responsive to a first electrical signal to speed saidpropulsion means and responsive to a second electrical signal to slowsaid propulsion means to thereby increase and decrease, respectively,the speed of movement of one of said articles in said respacing zone;

and control means in electrical circuit with said correction means, andincluding switch means actuable by said articles, said control meansproviding said first electrical signal when the distance between one ofsaid articles in said respacing zone and an adjacent one of saidarticles is greater than a predetermined distance, said control meansproviding said second electrical signal when said distance is less thansaid predetermined distance.

2. Means for establishing a predetermined spaced relationship betweenindividual articles of a plurality of moving articles, said meanscomprising:

propulsion means for moving said articles through a respacing zone;

correction measn responsive to-a first electrical signal to speed saidpropulsion means and responsive to a second electrical signal to slowsaid propulsion means to thereby increase and decrease, respectively,the speed of movement of one of said articles in said respacing zone;

and control means in electrical circuit with said correction means, andincluding switch means located adjacent an extremity of said respacingzone and actuable by a leading article and a following article, saidcontrol means providing said first electrical signal when the timeinterval between actuation of said switch means by said leading articleand said following article is longer than a predetermined time interval,said control means providing said second electrical signal when saidtime interval is shorter than said predetermined time interval.

3. Means for establishing a predetermined spaced relationship betweenindividual articles of a plurality of moving articles, said meanscomprising:

propulsion means for moving said articles through a respacing zone;

correction means operative to adjust the speed of said propulsion meansto thereby adjust the speed of movement of one of said articles in saidrespacing 7. Vieans for establishing a predetermined spaced relazone;tionship between individual articles of a plurality of movand controlmeans in electrical circuit with said correcing articles, said meanscomprisin tion means, and including sensor means for detectpropulsionmeans for moving said articles through a ing the spacing between saidone of said articles and an adjacent article whereby said control meansoperates said correction means to increase the speed of said propulsionmeans when said spacing is greater than a predetermined spacing, andoperates said cor rection means to decrease the speed of said propulsionmeans when said spacing is less than said prede respacing zone;

correction means responsive to a first electrical signal to speed saidpropulsion means and responsive to a second electrical signal to slowsaid propulsion means to thereby increase and decrease, respectively,the speed of movement of one of said articles in said respacing zone;

and control means in electrical circuit with said correction means, saidcontrol means including a sensor located adjacent the entry extremity ofsaid respacing zone and timer switch means operative upon expiration ofa predetermined time interval to electrically couple said control meansand said correction means. first correction means operative to speedsaid propul- Means for l l a iifedeitelmmed pa ed rela- Sion {mans tothereby increase the Speed f movetionship between individual articles ofaplurality of movment of one of said articles in said respacing zone; 20mg 5315 means CmPP11I1g3 v second correction means operative to slowsaid propul- P P Q movlng a d articles through a sion means to therebydecrease the speed of move- 1lisp-(icing Zone; ment of one of saidarticles in said respacing zone; F f means p w aid propulsion means, andand control means in electrical circuit with said first lncludmfg afirst Qlectncal circuit energllfible I0 0P- and second correction means,and including switch 25 cram said CPITECUPII means 110 0W Sa1dpropulsion means actuabje by Said articles whereby Said control means,and including a second electrical circuit enermeans operates said firstcorrection means when the gizable to operate said correction means tospeed said distance between one of said artciles in said respacingpropulsion means; Zone and an adjacent one of Said articles is greaterand control means electrically connected to said first than apredetermined distance, and operates said sec- 30 Second circuits andlnchldlng st relay means, 0nd Correction means when said distance isless than a first sensor actuable to effect operation of said first saidpredetarmined distance relay means and located ad acent one extremity of5. Means for establishing a predetermined spaced relazzig i iii g 22 g grelay i x Second tionship betwen individual articles of a plurality ofmov- {relay mews i gg i gs i iggis I c v u 16 6X- ing articles saidmeans comprising.

alternatiiia current motor means for moving said arl i respacmg.swlichmg meztns for ticks flfiough a respacino Zone. ellfl'glZlIlg saidfirst electrical circuit when said first a s correction means includingcurrent frequency varying re ay g 15 i g below Said Sewn?! f meanscoupled to said motor means for adjusting a an energlzm'g and Secondele/cmcal the Speed thereof to themby adjust the speed of move 40 cuitwhen said second relay means is operated before termined spacing.

4. Means for establishing a predetermined spaced relationship betweenindividual articles of a plurality of moving articles, said meanscomprising: 15

propulsion means for moving said articles through a respacing Zone;

ment of one of said articles in said respaoing zone;

and control means in electrical circuit with said correction means, andincluding means actuable by said articles for sensing the spacingbetween an ad acent pair of said articles, said control means actuatingsaid first relay means, and timing means coupled to said first andsecond circuits and said first and second sensors to maintainenergiza-tion of the energized one of said first and second circuits fora period corresponding to the interval between actuation of said firstand second sensors by a moving article. said correctioi m' t t0 fi ifizn zig g gg f 9. Means for establishing a predetermined spacedrelauency o sai m0 r e 5 tionship between individual articles of aplurality of movgreater than a predetermined spacing, said control mgarticles said means comprising. 7 means all-mating Said 30399303 meansdecreae propulsion means for moving said articles thr-ou h the currentfrequency to said motor means when said respacing Zone. a

c spacing is less than said predetermined spacing. corp:

-CtlOI1 means cou led to l Means far e.stat.)h.shmg a PredetermmedsPaced relaincludin a first el ctrical ii c i e i si ih l i and tionshipbetween individual articles of a plurality of mov spate ,5 Correctionmeans to Slow sagid g gi; o e i I n l L mg ii i Said f f i ge d t 1 t5 hmeans, and including a second electrical circuit enerpropi sion means ormovin sai ar ic es '1 ma a gizable to operatesaid cormction m t respacinzoneeansl o Spe Sal corr ction i'nearis responsive to a first electricalsi nal propulslon means;

and control means electrically connected to said first 10 SpeedproFulslml means YQSPDPSWC to a and second circuits and includin firstrela means a second electrical signal to slow said propulsion meansfirst Sensur actuable to firect g t n e lilOSaqfS g eg ff lingli gfri fiogz gi izid sgfi gg 60 relay means and located adjacent the entryextremity r e spacin zone of said respacing zone, second rela means, asecond sensor actuable to elf and control means in electrical circuitwith said correlay means and gg gfsgjgi g g ifi g giiggg rectQionl i ig, Sg d cotnttrgfl metans iiticluditng firs; of said respaci'ng zone,switching means for energiz- S8I1c 061 6 a 3 6 en Y ex Term Y mg saidfirst electrical circuit when said first relay l'espaclng Zone and asfiwnd Sensor located adlacent means is operated before said secondrelay means 9 the will Xl iK 0f Sa 1(1 P 581d and for energizing saidsecond electrical circuit when trol means providing il d firstelecfflcal slgnal p said second relay means is operated before saidfirst 'actuatl Of Said first Sensor y a 'fOHOWlIlg 0f relay means, aninterval sensor between said first and said articles subsequent toactuation of said second Second sensors d i t d i h i i hi sensor by aleading one of said articles, said control means to prevent energizationof said first and secmeans providing said second electr cal signal uponond circuits when said interval sensor is not actuated actuation of saidfirst sensor by said following arfor a predetermined time interval, andtiming means ticle prior to actuation of said second sensor by saidcoupled to said first and second circuits and said first leadingarticle. 75. and second sensors to maintain energization of theenergized one of said first and second circuits for a periodcorresponding to the interval between actuation of said first and secondsensors by a moving arsion means, and including a second electrical cir-=ticle. 10. Means for establishing a predetermined spaced elationshipbetween individual articles of a plurality of moving articles, saidmeans comprising:

propulsion means for moving said articles through a respacing zone;correction means coupled to said propulsion means,

and control means electrically connected to said first and secondcircuits and including first relay means, a sensor actuable to effectoperation of said first relay means and located adjacent the entryextremity of said respacing zone, second relay means, a timer switchoperable at predetermined, regular time intervals to effect automaticactuation of said second responding to the interval between actuation ofsaid sensor and operation of said timer switch.

and including a first electrical circuit energizable to relay means, atiming cam, first means operative to operate said correction means toslow said propuleffect movement of said timing cam away from its sionmeans, and including a second electrical circuit normal position, secondmeans operative to efiect energizable to operate said correction meansto speed movement of said timing cam toward its normal posaid propulsionmeans; sition, and switching means for operating said first and controlmeans electrically connected to said first means when one of said firstand second relay means and second circuits and including first relaymeans, is operated, and for rendering said first means ina first sensoractuable to effect operation of said first operative and permittingoperation of said second relay means and located adjacent one extremityof means when the other of said relay meansis subsaid respacing zone,second relay means, a second sequently actuated, said switching meansbeing opsensor actuable to effect operation of said second erative toenergize one of said first and second cirrelay means and locatedadjacent the opposite excuits upon operation of said second means, saidtremity of. said respacing zone, a timing cam, first switching meansincluding a cam switch to de-enmeans operative to effect movement ofsaid timing ergize said one of said first and second circuits when camaway from its normal position, second means aid timing cam is in saidnormal position. operative to effect movement-of said timing cam to- 13.In an article handling system, the combination of: ward its normalposition, and switching means for an elongated track having a respacingzone; operating said first means when one of said first and a pluralityof propulsion units spaced along said track second relay means isoperated, and for rendering and each including a drive wheel extendingabove said first means inoperative and permitting operasaid track; tionof said second means when the other of said a plurality of articles,each including an elongated relay means is subsequently actuated, saidswitching platen on its underside for engagement with said means beingoperative to energize one of said first drive wheels to drive saidarticle along said track, and and second circuits upon operation of saidsecond further including steering means engaged by said means, saidswitching means including a cam switch track for guiding said articlealong said track; to de-energize said one of said first andtsecondcirand respacing means in said respacing zone adapted cuits when saidtiming cam is in said normal posito sense the interval between adjacentones of said tion. articles and speed up or slow down the following one11. Means for establishing a predetermined spaced of said adjacentarticles when said interval is difelationship between individualarticles of. a plurality of ferent from a predetermined interval. novingarticles, said means comprising: 14. In an article handling system, thecombination of:

propulsion means for moving said articles through arean elongated trackhaving a respacing zone;

spacing zone; a plurality of propulsion units spaced along said trackcorrection means coupled to said propulsion means, and each including adrive wheel extending above and including a first electrical circuitenergizable said track; to operate said corerction means to slow saidpropula plurality of articles, each including an elongated sion means,and including a second electrical cirplaten onits underside forengagement with said cuit energizable to operate said correction meansdrive wheels to drive said article along said track, to speed saidpropulsion means; and further including steering means engaged by andcontrol means electrically connceted to said first said track forguiding said article along said track; and second circuits and includingfirst relay means, and respacing means in said respacing zone, said reasensor actuable to effect operation of said first spacing meansincluding propulsion means for movrelay means and located adjacent theentry extremity ing said articles through said respacing zone, corofsaid respacing zone, second relay means, a timer rection meansresponsive to a first electrical signal switch operable atpredetermined, regular time interto speed said propulsion means andresponsive to vals to effect automatic actuation of said second a secondelectrical signal to slow said propulsion relay means, switching meansfor energizing said means to thereby increase and decrease,respectively, first electrical circuit when said first relay means isthe speed of movement of the following one of adoperated before saidsecond relay means, and for enjacent ones of said articles in saidrespacing zone, ergizing said second electrical circuit when said sec- 0and control means in electrical circuit with said corond relay means isoperated before said first relay rection means, and including switchmeans actuable means, and timing means coupled to said first and by saidarticles, said control means providing said second circuits, to saidsensor, and to said timer first electrical signal when the distancebetween said switch to maintain energization of the energized adjacentarticles is greater than a predetermined one of said first and secondcircuits for a period cor- 5 distance, said control means providing saidsecond electrical signal when said distance is less than saidpredetermined distance.

12. Means for establishing a predetermined spaced 15. In articlehandling means for altering the rate of elationship between individualarticles of a plurality of travel of articles along a track, thecombination of:

noving articles, said means comprising: a first track zone includingdrive means adapted to propulsion means for moving said article'sthrough a engage articles for moving said articles at a first respacingzone; speed; correction means coupled to said propulsion means, a secondtrack zone including drive means adapted to and including a firstelectrical circuit energizable to engage said articles for moving saidarticles at a secoperate said correction means to slow said propul- 0ndrate of speed;

and a speed gradient track zone located intermediate operative to rotatesaid drive wheels at diiferent speeds along the length of said gradienttrack zone for gradually altering the rate of travel of said articlesfrom said first track zone to said second track zone.

References Cited by the Examiner from said first track zone to saidsecond track zone.

UNITED STATES PATENTS 16. In article handling means for altering therate of travel of articles alone a r k, the Combination of: 10 323%;gfiggg igtig a first track zone including drive means adapted to 14633137 7/1923 Make sac-e 105 129 engage articles for moving saidarticles at a first 1814969 7/1931 schmgck 104 448 speed; 1

a second track Zone cluding drive means adapted t ggr gfi engage Saidamides for moving said articles at a 15' 2743678 5/1956 Hibbani 104-151Second rate of sgeed; 2,954,744 10/1960 Bonner 104 168 and a speedgradient track zone located intermediate 3 039 402 6/1962 Richardson 1O4168 said first and second track zones and including a 3087440 4/1963Zamstorfi 104 152 plurality of drive wheels for moving said articles,

said gradient track zone including separate electric 20 ARTHUR L LAPOINT primary Examine,- induction motors for said drive wheels andseparate speed reduction means coupled between each said LEO QUACKENBUSHEmmmer' drive wheel and each said induction motor, said F, W MQNAGHAN,S, T, KRAWCZEWICZ speed reduction means for said drive wheels being A ii m E ami

3. MEANS FOR ESTABLISHING A PREDETERMINED SPACED RELATIONSHIP BETWEENINDIVIDUAL ARTICLES OF A PLURALITY OF MOVING ARTICLES, SAID MEANSCOMPRISING: PROPULSION MEANS FOR MOVING SAID ARTICLES THROUGH ARESPACING ZONE; CORRECTION MEANS OPERATIVE TO ADJUST THE SPEED OF SAIDPROPULSION MEANS TO THEREBY ADJUST THE SPEED OF MOVEMENT OF ONE OF SAIDARTICLES IN SAID RESPACING ZONE; AND CONTROL MEANS IN ELECTRICAL CIRCUITWITH SAID CORRECTION MEANS, AND INCLUDING SENSOR MEANS FOR DETECTING THESPACING BETWEEN SAID ONE OF SAID ARTICLES AND AN ADJACENT ARTICLEWHEREBY SAID CONTROL MEANS OPERATES SAID CORRECTION MEANS TO INCREASETHE SPEED OF SAID PROPULSION MEANS WHEN SAID SPACING IS GREATER THAN APREDETERMINED SPACING, AND OPERATES SAID CORRECTION MEANS TO DECREASETHE SPEED OF SAID PROPULSION MEANS WHEN SAID SPACING IS LESS THAN SAIDPREDETERMINED SPACING.